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particular corridor from one year to the next
may suggest that improvements implemented
have met with users’ approval, for example.
Conversely, decreases in use may reflect a wors-ening
bicycling environment.
For this reason, it is important to consider
counts as part of an evaluation system. They
should be performed on a routine basis, at least
annually but preferably several times per year.
There are two primary counting techniques:
manual counts and mechanical counts. The
appropriate counting technique will depend on
the available labor, equipment and the location
of interest. Manual counts are best done at inter-sections,
allowing counters to keep track of
bicycle traffic on more than one street. Turn
movements can also be recorded. Manual
counts, however, are labor- intensive.
Mechanical counts are best done away from
the influence of intersections. As a result, turn-ing
movements are not as easily recorded. How-ever,
labor is not a problem; this approach is
quite useful for an agency that has the equip-ment.
Specific tips on using each method fol-low.
Manual counts: Counters should be provided
with standard forms with diagrams of the loca-tion
that identify each movement with a unique
number. Clipboards with mechanical counters
may make counting easier. Otherwise, staff
should tick off the number of bicyclists they see
performing each movement. Volunteers can help
agencies perform time- intensive manual counts.
Mechanical counts: The location for a
mechanical count should be chosen carefully.
The best situation is one that allows motor vehi-cle
traffic to flow freely at speeds of 40 km/ h
( 25 mph) or more without enhancing bicycle
speed. Significant downhill grades allow bicy-clists
to approach motor vehicle speeds and,
therefore, are not appropriate locations for
mechanical counts. However, uphill grades
work well.
Counters should be installed in pairs as in a
speed study. Sensitivity should be set to detect
bicycles. Any traffic moving significantly slow-er
than the rest ( e. g., 8 to 25 km/ h ( 5 to 15
mph)) would likely be bicycles.
Behavioral observation: Observing bicyclist
behavior and bicyclist- motorist interactions can
help identify problems that otherwise would not
be noticed. While crash data, for example, can
highlight the most serious problems and user
comments can report what people say or
believe, behavioral observation can show what
people actually do. In some cases, observing
behavior can help determine priorities for edu-cational
programs and awareness campaigns. In
others, it may expose quirks in the road net-work.
Typical behaviors: Common behaviors to
consider when setting up observations include
use of helmets and other safety equipment, gen-eral
lane use and lane use when compared with
destination at intersections, traffic law compli-ance
and turning maneuvers.
Observation technique: The first step is to
decide what behavior is important, using the list
given above as a basis. Next, a simple checklist
should be developed, presenting the options
( e. g., wrong way vs. right way riding) in an
easy- to- record fashion. Observers should be
able to quickly check off which of the behaviors
they see. Each observer should be trained prior
to being sent into the field. Adequate training
significantly improves the accuracy, reliability
and consistency of the data. For more informa-tion
on field work, see the previous section on
bicycle counts.
Crash studies: Determining the major causes
and locations of bicycle crashes is an important
step in understanding a community’s cycling
problems.
Police crash reports: Police records are one of
the best sources of information on a community’s
common crash types; however, the majority of
bicycle crashes are not reported. Typically, only
one serious car- bike crash in five is reported. Of
the crashes that do not involve motor vehicles,
only one in twenty are reported. As a result,
police data can only give an indication of the
problem. Even so, police records provide useful
information ( Stutts 1986).
One enlightening task is to categorize
reported crashes according to the crash types
8 Planning January 1994

particular corridor from one year to the next
may suggest that improvements implemented
have met with users’ approval, for example.
Conversely, decreases in use may reflect a wors-ening
bicycling environment.
For this reason, it is important to consider
counts as part of an evaluation system. They
should be performed on a routine basis, at least
annually but preferably several times per year.
There are two primary counting techniques:
manual counts and mechanical counts. The
appropriate counting technique will depend on
the available labor, equipment and the location
of interest. Manual counts are best done at inter-sections,
allowing counters to keep track of
bicycle traffic on more than one street. Turn
movements can also be recorded. Manual
counts, however, are labor- intensive.
Mechanical counts are best done away from
the influence of intersections. As a result, turn-ing
movements are not as easily recorded. How-ever,
labor is not a problem; this approach is
quite useful for an agency that has the equip-ment.
Specific tips on using each method fol-low.
Manual counts: Counters should be provided
with standard forms with diagrams of the loca-tion
that identify each movement with a unique
number. Clipboards with mechanical counters
may make counting easier. Otherwise, staff
should tick off the number of bicyclists they see
performing each movement. Volunteers can help
agencies perform time- intensive manual counts.
Mechanical counts: The location for a
mechanical count should be chosen carefully.
The best situation is one that allows motor vehi-cle
traffic to flow freely at speeds of 40 km/ h
( 25 mph) or more without enhancing bicycle
speed. Significant downhill grades allow bicy-clists
to approach motor vehicle speeds and,
therefore, are not appropriate locations for
mechanical counts. However, uphill grades
work well.
Counters should be installed in pairs as in a
speed study. Sensitivity should be set to detect
bicycles. Any traffic moving significantly slow-er
than the rest ( e. g., 8 to 25 km/ h ( 5 to 15
mph)) would likely be bicycles.
Behavioral observation: Observing bicyclist
behavior and bicyclist- motorist interactions can
help identify problems that otherwise would not
be noticed. While crash data, for example, can
highlight the most serious problems and user
comments can report what people say or
believe, behavioral observation can show what
people actually do. In some cases, observing
behavior can help determine priorities for edu-cational
programs and awareness campaigns. In
others, it may expose quirks in the road net-work.
Typical behaviors: Common behaviors to
consider when setting up observations include
use of helmets and other safety equipment, gen-eral
lane use and lane use when compared with
destination at intersections, traffic law compli-ance
and turning maneuvers.
Observation technique: The first step is to
decide what behavior is important, using the list
given above as a basis. Next, a simple checklist
should be developed, presenting the options
( e. g., wrong way vs. right way riding) in an
easy- to- record fashion. Observers should be
able to quickly check off which of the behaviors
they see. Each observer should be trained prior
to being sent into the field. Adequate training
significantly improves the accuracy, reliability
and consistency of the data. For more informa-tion
on field work, see the previous section on
bicycle counts.
Crash studies: Determining the major causes
and locations of bicycle crashes is an important
step in understanding a community’s cycling
problems.
Police crash reports: Police records are one of
the best sources of information on a community’s
common crash types; however, the majority of
bicycle crashes are not reported. Typically, only
one serious car- bike crash in five is reported. Of
the crashes that do not involve motor vehicles,
only one in twenty are reported. As a result,
police data can only give an indication of the
problem. Even so, police records provide useful
information ( Stutts 1986).
One enlightening task is to categorize
reported crashes according to the crash types
8 Planning January 1994